Internal-combustion engine.



L. B; sILnNI/IN..

INTERNAL CoIvIBusTIoN ENGINE;v APPLICATION FILED IuLY I2.'I9I6.

lPatented Apr. 9, 1918 L. B. STEDIVIAN. mnRNALcoMBUsTmN ENGINE.' APPLICATION FILED JULY I2. 1916.`

' in@` is a specification.

each cylinder passes and is fitted gas-tight i ,UNITED STATES PATENT OFFICE.

LEONARD B. STEDMAN. OIT-VICTORIA, `:BRITISH COLUMBIA, CANADA. y

Ilvrnitrnar.-ooivr,BUSTIONI ENGINE.

Application filed July 12, 1916. Serial No. 108,837. f"

To all whom t may concern.' i

Be it known that I, LEONARD B. STEDMAN, a citizen of the Dominion of Canada, residing .at Victoria, in the Province of British Columbia, Canada, have invented certain new and usefulf Improvements in Internal- Combustion Engines, yof which the followlhis invention relates to` an internal combustion engine of the two-cycle class and the improvements are directed 'to the manner of exhausting the products of combustion from the cylinder and for admitting a supply of gaseous fuel theretoewhere'by the products of combustion are completely scavenged from the cylinder by theinlow the next power stroke.- -v

' The invention also comprises the manner of controlling the available area of the ad" mission port whereby the gas admission may be regulated to the engines requirements.

The invention is particularly described in the following specification, reference being made to'the drawings by which it is accompanied,in which:

Figure 1 is a vertical longitudinal 'section of the engine on the axis of the cylinder.

Fig. 2 is a crosssection through the engine exhaust port being on the line Q-2in Fig. 1', and q A Fig. 3 is a cross section through the admission ports and their control valve being on the line 31e-Sin Fig. 1. p

Fig. 11 is a section and elevation on the line lf-4; of' Fig. 5. l

Fig. 5 is a side elevation and part section showing the location of the` chargingfan and its operative connection with the crank shaft. In these drawings 2 represents the crank case-of the engine, to the upper side of which the several cylinders 3 are-secured 'to project their lower endsv into the crank case. From the upper part of this crank case a gas delivery chamber 4 is divided off by a partition 5 through which the lower end. of

in any approved manner. The piston 6 of each cylinder has an extension 7 outward from its head and the cylinder l3 is correspon'dingly extended in length. i

The inner side of the piston extension 7 is bored, and the cylinder lhead 8, which is in- Wardly projected from the cylinder end and spcification of Letters Patent'.

Patented Ap r.9, 1918.

centrally threaded, as shown, to receive the ignition plug, lis turned so that the bore of the piston extension 7may slidably fit the head 8; and to insure a gas-tight t the head wardly projecting cylinder head 8. during movement of the piston extension 7 within it.

Ports l1 are circumferentially disposed around the upper end of the piston eXtens' v8 is provided at its lower end with a ring 9.

sion, andsimilar ports 12, staggered in relation to those 11, are provided in the lother end of the extension, that is, adjacent the head of the piston 6. When the piston 6 is at the downward limit of4 its stroke, that is', toward the crank shaft, the ports 11 of its extension 7 register with ports 13 in the Wall of the cylinder 3, which ports 13 communicate with an annular exhaust lpassage 15' leading to the exhaust of the engine, and at the same limit ofthe pistons stroke the ports 12 of its extension 7 register with ports 14 in the wall of the cylinder within the gas delivery chamber'll. If the crank casing f2V is not lprovided with thel partition 5 and the gaseous fuel is delivered into the crank casing `these ports 14 will communicate therewith. Packing rings 16 are provided on each side of the ports 11 and on each side ofthe ports 12. j

Vith this construction, the exhaust ports 11 and 13 being arranged in relation to the orts commence Ito open beforethe admission ports, and the admission ports before the iston attains the llower limit of its stroke, t epressure of the exhaust is released fromthe cylinder before the gas, ad-

mission ports are opened, and the inflow of gas' commences before the upward stroke of the pistonbegins, as shown in Fig. 1. This ini-low of gas is'thus enabled to fully expel the residue of the inert products of combustion from the cylinder, so that when the upward movement ofthe piston has closed both exhaust and admission ports, a cylinder full of an eXplosive mixture of gas and air is compressed between the cylinder head and piston head ready for ignition.

InFig. 1 of the drawing the piston is shown as approaching, the lower limit of its movement on the powerstrok-e with the exhaust port well opened and thev admission .port Just commencing to open.

- rlhat this inductive effect may not drawin a greater charge vofgas than is desirable passage opening through the ports 14 may be when, the engine is idling a ring control valve 17 is mounted on the end of the cylinder over .the ports 14C. This ring is provided with ports 18' corresponding with those 14 of the cylinder and is circumferentially movable, so' thatunder partial rotation the regulated to control the admission the requirements of the engine.

The ring valve 17 may rest on a turned of gas to yface aroundvthe passage of the cylinder endr through the partition 5 and-will thus preserve this joint gas-tight. The ring valves .of the severalcylinders are partially rotated by link rods 20 pin-connected at 19 to them,l which rods are provided with a turn buckle '21 between each cylinder by which thering valves 17 may be adjusted through hand holes 22 provided in the wall of the 'casing V2. rlhe end rod passes gland-packed through the end of the casing 2 andv may be operated by hand to regulate the position of the ports, or may be automatically adjusted in any approved manner.

, Gaseous fuel may be deliveredto the gas chamber. 4f, or to the crank case of the engine if such rchamber is not separated therefrom, from a ca-rbureter or other souroeofgase ous supply.

Although the exhaust from the cylinderis relied on to produce the required inflow of gas from the carbureter, it ma be found advantageous to supplement this inflow pressure by providing a fan F operable vas at F from the engine crank shaft, 'which fan will draw its vsupply from the carbureter and deliver to the gas chamber 4C. Such fan will'not only serve to increase the gas inflow, -but will atomize and mix the gas as furnished for combustion, as the use of gauze 4or the like means to insure ne separation 'and mixing would add a resistance to the crank and said pistonfa gas delivery :partment around said cylinder an' gas inflow which it is Aundesirable should exist.

Although the engine hasbeen described as drawing its supply of gas by means of the inductive action of the engine exhaust, it

must be distinctly understoodthat the arrangement of cylinder and piston ports as set forth (with or without the use of the port control valve 17) may be used with a supply of gaseous fuel delivered under pres-y sure rto the gas chamber 4; or crank case.

rlPhe engine, as drawn, is shown las waterjacketed but the same may be air-cooled if found desirable without'departing from the spirit of the invention.

Havingnow particularly described my invention, l hereby declare thatwhat I claim as new and desire to be protectedfin by Let-l y ters Patent, is: I

1. In an internal combustion engine, a crank case having a gas delivery compartment in its upper part divided from the lower part by a partition, a cylinder seated on the upper side of the crank case andprojected through thel gas delivery 'compartment into the partition which divides it from the crank case, said cylinder having oircumferentially disposed admission and exhaust ports at approximately the stroke 4of the engine apart and staggered in relation to one another, and a piston having aihollow cylindrical extensionbeyond its head, said piston `extension having admission and exhaust ports registering with those of the' cylinder4 when the'piston is atv the lower limit of its` vmovement toward the crank case.

i 2. 1n an internal combustion engine,

crank case,- a cylinder supported 0n said crank oase, Said cylinder having-'inlet and exhaust ports; a piston` operating in said cylinder and adapted to-controlisaid ports,

al crank and -a connecting rod between said comwith which. said inlet ports communicate, a ported ring in 'Said chamber forcontrolling'the passage of kgas' into the cylinder independently lof the piston, and a fan atomizer for drawing the gas from'the carbureterand delivering it to the intake ports, and means by which said ring `valve may be operated.

In testimony whereof affix my signature.

Lnonann B. sriinMaN. 

